Transmission-gearing.



WlTNESSES:

MMM @Q k U. W. PARKER. TRANSMISSION GBARING.

APPLICATION FILED 5111.30, 1911.

Patented 0G13. 29, 1912.

6 SHEETS-SHEBT l.

C. W. PARKER.

TRANSMISSION GEABING. urmouron num un. ao, mi;

wlT'NEssEso. w. PARKER. TRANSMISSION GBAING. APPLIUATIOI FILED JAN.3, 1911.

6 SHEETS-SHEET 3.

ATTORNEYS Patented Oct. 29, 1912.4

Patented 001;. 29., 1912.

n.. m I m u M N H 1 E m H w, w n TL l. A Bw. Y f n on.. Y. W Y n mK In k M m ..V n Nw l. v

c; W. PARKER. TRANSMISSION GEARING. APPLICATION PILBDJAILBO; 1911.

C. W. PARKER.

TRANSMISSION GEARING.

APPLIOMIOH FILED un. ao. 1911.

Patented Oct. 29, 1912.

6' SHEETS-SHEET 5.

-mvENIoa- L c. w. PARKER. TRANSMISSION GEARING. Anuoulon FILED :n. sm 1911.

1,042,960. i Patented 0@t29,1`912.

6 sums-sum1@ WITNESSES! CML M.

a citizen of the United States of UNITED STATES PATENT OFFICE.

CLRK WNPARKER, OIF SPRINGFIELD, MASSACHUSETTS, ASSIGNOR TO PARKER TRANSMISSION ANDAPPLIANCE COMPANY, 0F SPRINGFIELD, MASSACHUSETTS,

A CORPORATIN OF MASSACHUSETTS.

Tniiiisivirs'sioN-GEARING.

specification of Letters raient. Application filed January 30, 1911.

'ratenaoee 29,1912. Serial No. 605,380.

To allwhom it may concern:

Be it known that I, CLARK W. PARKER, America, and a resident of Springfield, county vof Hampden, and State of Massachusetts, have invented certain new and useful Improvements in Transmission-Gearing, ot'ivhicli the following is a specification, reference being had to the accompanying drawings, forming a part thereof. v

My invention relates to the type of trans' mission gearing commonly employed in inotoi' car construction wherein a main clutch is used for connecting the motor With a driving shaft, and change speed Itransmission gearing is employed between the driving shaftand the driven Wheels of the vehicle,

through which changes in relative speed and direction of drive may be accomplished. It is undesirable that the transmission gearing be Operated to change the relative speed or direction of drive transmitted thereby under load conditions,'and for this reason the main clutch or engine clutch, as it is commonly termed should, and in the best practice to-day must b'e released before the transmission gearing can be operated. The most .common form of engine clutch employed at the. present day is the multi-disk friction type", the clutch being commonly` in a normally 'operated condition under the influence of a yielding spring, a foot pedalor other operatingl element being provided for releasing the clutch against the tension of such spring. The engine clutchfis therefore released Aby depressing thev;pedal, for instance, aiid permitted again to engage by the release of the pedal, and Where interlocking mechanism between'the clutch operating means and the -t-ransn'iission gearing operating means is employed, the operation of disengaging the clutch acts to release the transmission gearing operating mechanism,4

which may then be operated, whereupon the clutch pedal may be againireleased to cause the rengagement of the engine'clutch.

In many types of transmission gearing' and particularly iii-that type to which my present invention is peculiarly applicable,

the operation of the transmission gearing controlling lever by which the changes inV Speed andI direction of drive are finally accomplished, does npt itself'coirpipiete the adll justment of-y the and thereby lcausing parts, but yielding meehanism is interposed bet-Ween the lever and the parts finally effected thereby by which certain intermediate parts are placed in position by the movement of the said lever, but other parts are allowed to complete their movements thereafter. In the coinpletion of the movements of such other parts it is necessary that the movable parts of the gearing revolve to a certain extent and during this time it is desirable that the engine clutch be partly but not completely in engagement. A slipping connection is thereby provided sufficient to turn the movy able parts of the transmission slowly and Without shock, and this slipping connection should continue for a period of time sufficientto complete the change speed or direct-ion movement of the parts. In the mere use of the aforesaid interlocking mech anism however, after the transmission gear ing controlling lever has been tlliroivn to its final position, there is nothing to prevent a careless operator from releasing the pedal the immediate, full and complete engagement of the engine clutch.

In accordance With my present invention I provide means timed to the required movements of the transmission gearing 'parts to prevent the full and complet-e Vapplication gearing vof the engine clutch, until thei .l;hiftable transmission gearing parts have 'dompliied their movements for the aforesaid purpose. This means operates therefore, in conjunction with the interlocking means aforesaid,

the latter preventingthe movement of the transmission gearing controlling lever eircept when the pedal is depressed andthe engine clutchv released, and the former op!l erating thereafter to prevent the complete application of the engine clutch after the clutch controlling lever has ybeen moved to its final. position and the engine clutch pedal has been'released, until the shift-able transmission gearing parts have completed their necessary movements in a change speed or direction operation. The main engineiilutch is operated however, under running conditions at other times than when the-transmission gearing is 'to be operated, for instance, in driving throu 1li'city streets thev engine clutch pedal is lo ten employed constantly to disengage or partialiy disengage the engine clutch so as to temporarily slow down the vehicle, the engine clutch being entirely disconnected on some occasions for the purpose of allowing the vehicle to move along under its own momentum only. Under these conditions\it is undesirable that any retardi g/mechanism be employed because sucl retarding mechanism would interfere 1th the quick operation of the engine cl tch, which under these conditions is often desirable, and to this end I have, in accor ance with my present invention, provided a means by which the retarding meehanism is only employed when the transmission controlling mechanism is operated, t-he engine clutch being at other times entirely free to be manipulated at will under the control of the operator.

In carrying out my invention I employ vmany novel details of construction and combinations of parts such as will be fully pointed outhereinafter and other objects of my invention will also be apparent as resulting therefrom.

In order that my invention may be fullyl understood, I will now proceed to describe in detail a construction constituting an embodiment thereof, having reference to the l gearing and clutch mechanism constructed in accordance with my invention. Fig. 2 is a view in central vertical longitudinal section therethrough. Fig. 3 isa view in vertilcal longitudinal section through the transmission gearing proper, the plane 'of section being vindicated by the line 3-3 in Fig.. 1. Fig. 4 is a view in transverse vertical. section through the transmission gearing. on .the plane of the line 4 4 in Fig. 1. Fig. 5 is a view in transverse vertical section through the transmisyio'gi gearing on the plane of the line 5-5 in Fig'. 1. Fig. 6 isa view in transverse vertical section through the transmission gearing on 'the plane of the line 6-6 in Fig. 1. Fig. 7 is a view in vertical transverse section through the engine clutch controlling mechanism, the lane of section being indicated by the line -7in-Fig. 1. Fig. 8 is a detail sectional view through the means by which `the .clutch rctarding mechanism is rendered inoperative, 4except when the transmission gearing controlling lever is operated, vthe plane of section being indicated by the line 8-,8 in `F i Fig. 9 is a to View of part of the mech m shown in ig. 8. Fig. 10 is a detail view in transverse section upon the line 10-10 in'Fig. 7. Figs. 11, 12, 13',

f 14, and 15 are' detail diagrammatic views` showing the relationship of the 1 liquid checking device parts in the various positions of'themovable piston thereof. Fig. 16

illustrated in the drawings herewith a conventional form thereof in which a head 20,

secured to the engine shaft 21 carries one set of 'clutch disks 22, and a hub 23 mounted to\rotate with a driving shaft 24, but having a sliding movement thereon, carries another set of clutch disks 25. The head and hub are provided with oppositely disposed abutments in respective engagement with the end disks of the sets, and a powerful helical spring 26 tends to force the hub 23 in such direction as to cause the intimate engagement of the clutch disks, while an operating pedal 27 is provided for moving the hub 23 in the opposite direction, against the tension of the spring, to release the clutch disks from co-engagement.

The driving shaft in the construction shown is made in two parts, the nart already `connected through the usual intermediate mechanism with the driving wheels of the vehicle. The transmission gearing per se forms no part of my present invention and for a detail description and complete drawings thereof I refer to Letters Patent of the United States, Number 982,856, which were granted to me on the 31st day of January, 1911, and in which patent the said mechanisin is specifically claimed. In general this mechanism is as follows, reference being particularly directed to Fig. 1G in which the relative arrangement of the gearing and clutches is shown in the form of a mechanical diagram, it being understood that the actual disposition of the shafts is more correctly shown ,in the, constructional views Figs. l to 5 inclusive.

IThe driving r'shaft part 27 carries a pinion 33 arranged in `constant mesh with spur gears 34 and 35 mounted respectively upon intermediate and low speed shafts 36-37. The low speed shaft 37 carries another gea-r wheel 38 which is arranged in constantl mesh with acomplementary gear wheel 39, mounted upon a reversing shaft 40. All of the said gear wheels are mounted fast upon their respective shafts, so that the three shafts 36, 37 and 40 are in constant driving 4an intermediate clutch 48 between upon the driven shaft 31, butsecured t0- gether, are'two gear wheels 41-42, the latter being arranged in mesh with a gear.

wheel 43 loosely mounted upon the intermediate shaft 36, and the former with a` gear Wheel'44loosely mounted upon the low speed shaft 37. The reversing shaft has .a gear wheel 45 loosely mounted thereon and arranged in mesh wit-h the gear Wheel4l upon the driven shaft 31 (see Fig. 5,. it being understood thatfor convenience of illustration the shaft-40 does 'not .occupy `its proper relative position with respect to the' shaft 31|inFig. 16). Referring again to Fig. 16, it will be seen that the mechanism includes five jaw clutches, a high speed clutch 46 between the driving and `driven shafts, a driven shaft clutch 47 between the drivenshaft 31 and the gear wheels 41-42,

t-he inthe gear wheel 43,

between the low speed termediate shaft 36 and a low speedy clutch 49 shaft 37 and the gear wheel 44, and a re.

versing clutch 50 between the reversing rions clutches have relativelystationary elements connected to or carried by the re- .spective gear wheels,

-movable clutch and relatively movable elements arranged to rotate with their respective shafts but constructed to have limited sliding movements thereon by which they may be operatively connected'or disconnected with'or from their respecmtiye relatively stationary elements. The operation y -of the high s s and driven s afts directly in lation. The simultaneous eed clutch connects the driving high speed reoperation of the driven and intermediate clutches connects the driving and driven shafts in driving relation 'through the gear wheels 33.-34-43 and 42', .but the driven shaft, while rotated speed, herein termed an intermediateA speed.

4Similarly low speed driving connection is ef- -fected through the gear wheels 33-35-44 and 41 by the simultaneous o eration of" the driven andv reversing clutc es 47-50. Loi'lgitudinally arranged ,shipper rods 51 are provided for operating the clutches, the same being connected by means of aruis 52, through yielding springs 53 with the 4said elements. The 'yielding springs will permit the shipper rods to be moved positively whether or not the jaw clutch, elements are in the .proper angular or rotative positions to co-engage, whereby theirnal movements of (3o-engagement may place after the shipper rods have com 'plete their movements.

The vay 1n the same direction, is driven at a lower` effected The lever, controliingmehani'sm by whini- ,5e, 57. The 'said with the engine clutch -particilarlyI 'Figs 1 and clutch the rock shaft. will .the shipper rods are moved, as here .shown (see particularly Fig. 6) comprises a main controlling lever 54 and operating arms 55,

lever and arms are con'- nected respectively with a set of four nested shafts 58-59-'6061, each of which `is provided. with an arm 62,- the upper Vextremities of which engage heads 63, (see Fig'. 3) carried by the forward ends of the respective shipper' rods. Themain lever isvconnected with the shipping rod which' controls the movements of the movable clutch elements.

of the high speed and driven clutches 46 andl i 47, because one of these clutches is arranged to be operated whenever driving movements are to be transmitted-at any speed or lin either direction. The arms '55, 56 and 57 are connected with the other shipper rods, and any one of the said arms 55, 56 and 57 is adapted to be coupled with the main leveradwill so that the intermediate, low speed or reversing clutches may be selectively operated with the driven shaft clutch 'at the will ofthe operator. For a specic and detail description and illustration of this form of controlling mechanism I refer `to co-pending application, Serial No. 585,760 filed'by me on October 7, 1910, in which the4 same is disclosed and eralfeach of the arms 55, 56 and 57 islprot ded *with an upper forked extremity, and

.the main lever 54, in addition to being claimed. In genmounted to rotate with its shaft, is hori-y zont'ally pivoted thereto as at 64, so that it will have a' lateral rocking movement at right angles to the axis of rotation of its shaft, and in which movement it is adapted to be 4moved into and out of respective engagement with the forked ends of the several arms 5'5-56-57- y For the purpose of interlocking the trans mission gearing clutch operating mechanism operating mechanism, I have provided a set of quadrants 65 upon a rocking shaft 66, the said quadrants each having two lateral vWalls which provide three'paths for a stud or projection 67 carried by each head 63 upon the shipping rodsy 51. kNormally the stud or projection GJistrec'eiv'ed between the tWola-teral walls as shown in Figs. 2 and 3, in 4which positien it isw'ipipossible to move the shipping rods iii-either direction. 66 is 'connected by an arm 68 and a link 69 with the engine clutch pedal 27'` (see i Q.) whereby when the pedalv is depressed to be rotated in the direction of the arrow in Fig. 2. When the pedalhas been movcdto a. distance sufficient to` entirely clear the clutch elements from frictional engagement, the quadrants 65 .will have had anl angular movement suicient to The rock shaft release the engine release them rormengagement with the pins l to be moved in either direction. When any shipper rod is moved in one direction or the other the stud (S7-thereof will be moved to the exterior of one of the lateral Walls of the quadrant so that on release of the pedal 27 and a consequent rearward movement thereof the stud 67 will be engaged yby one or the other of lthe lateral walls of its quadrant 65, whereby it will be held and locked in its Vadjusted position until the pedal is again depressed.

By reference to Fig. 1 it will be noticed that I have actually provided only three locking quadrants while there are four shipper rods. As lan veconomy in manufacture I do not provide the shipper rod directly connected with the main lever 54 with any locking quadrant 4because this lever when moving is always connected with one or another of the'operating arms 55-5657, and it is thus sufficient to provide for the locking -of each of the other shipper rods. In other words, as the shipping rod directly connected with the lever 54: is never moved except when coupled with another shipping rod the provision of locking means for three of said shipping rods is suliieientto effect -the locking of all four of the shipping rods.

By use of the foregoing interlocking mechanism it will be seen that the controlling lever mechanism for the transmission gearing can only be operated after the pedal lever has first been operated to release the engine lclutch, rand that the action of again engaging the engine clutch thereafter acts to again lock the shipper rods of the transmission gearing in theiradjusted position fromgwhieh they'can only be moved by, and in consequence of, a later release of the engine clutch. After the controlling lever has been thrown to its adjusted position, however, it may be noted that as so far explained the release of the pedal 27 will immediately effect the rengagement of the engine clutch. As the lever 54, however,

may be thrown to its finali, position beforev the transmission gearing clutches have com-l 'pleted their engagement, such being possible reason of the employmeht of the yielding springs as above descri ed, it will fol1 low that some means must b` -employedsuch as will prevent the rengagement of the engine'clutch elements prior to the completion of movements of the clutch elements of the transmission gearing' even though the pedal 27 be released. Inother words, the action of the engine clutch must be re'- tarded and such retardation must be timed with respect to the time it takes the transmission gearing clutch elements to complete theirmovements. IIrthe drawings herewith I have illustrated one embodiment of such retarding mechanism as follows: A vertically disposed liquid containing cylinder 1s suitably carried by the casing 30, -and a piston 71 is mounted therein, the piston rod 72whereof extends upward through the up per head of the cylinder into free engagement with an arm 73 connected to move with the pedal 27. A spring 74 tends to move the piston upward, the relatively low tension of the spring 74 being opposed by the hightension of the engine clutch operating. spring 26. In the normal running condi,- tions with the engine clutch engaged the piston 71 is at o r near the bottom of the cylinder 70. The piston 71 has a longitudinal channel therethrough which is closed by a puppet check valve 75. This check valve will open freely in the upward movement of the piston, permitting free passage of liquid from one end of the cylinder to the other, but closes to oppose the return movenient. The iston 71 is provided with an external longitudinal groove 76 constituting a bypass through which the liquid may flow slowly when the piston 7l is moving downward and the check valve is closed, a screw-threaded adjusting stud 77 being provided for adjusting the area of the said bypass, the extremity ofthe screw entering the channel 76 and likewise operating to prevent the piston from turning in the cylinder. y

In addition to the main check valve closed passage through the piston and the restricted passage or by-passjust; mentioned, the said piston is provided with two other longitudinally disposed channels 7 8--7 9, and

fitted to these channels are stationary plungers -81-82, the plungers 80-81 being itted to the channel 78 and the plunger 82 being litted to the channel 79. The relative position of these plungers with respect to the piston 71 in its several movements is illustrated in Figs. 11 to15 inclusive. Fig. 11 the parts are shown when theI piston is all the way down, and at this vtime the plungers 80-82 close the channels 78 and 79. When the pedal 27 is depressed to release theclutch the arm 73 moves upward and permits the piston 71 to move upward under the iniiuence of the spring the piston rod 72 following the movement of the arm 73, as will be well understood. The piston is permitted to move quickly to its uppermost'position because during its upward movement the check valve 75 'opens and there is an unrestricted passage for theI liquid from one end of the cylinder'to the other. In Fig. 12 the piston is shown in its uppermost position. The entire movement'of the pedal necessary to unlock the transmission gear controlling mechanism, that is tofsay, the entire movement of the pedal necessary to N'swing the quadrants around to a positionl wherein the shipper rods 51 may be moved, is preferably quite a little greater than the amount neccs' sary to fully release the engine clutch. This ico is for the reason that when desired the engine clutch may be released by a lesser movement of the pedal lever without thereby unlocking the transmission gearing mechanism. It is desirable, however, that the return movement of the pedal toward the reengagement of 'the clutch, be rapid while taking up lost motion of this overthrow movement, because while it is desirable to retard the complete application of the engine clutch, it is equally desirable to cause the quick engagement of the clutch in a` yielding or slipping relation so that the shiftable clutch elements of the transmission gearing may be revolved following any operation of the controlling mechanism therefor. To this end I so adjust the plungers as to permit a free movement of the piston 71 and hence of the engine clutch operating mechanism, from the position in 'which the piston is shown in Fig. 12 to the position in which it is shown in Fig. 13, the liquid ,passing through the 'openchannel 7 9 during this time. When the piston reaches the position shown in Fig. 13 the channel 79 will be `closed by the plunger 82 and further movement of the piston will be retarded owing to the fact that the only channel for the liquid which must pass from'beneath the piston to above it in the downward movement of the piston 71, is through the re- Vstricted by-pass channel 76. The moment the piston 71 reaches the .relative position shownin Fig. 13 the engine clutch elements will have been adjusted to a position' wherein the engine clutch will form a yielding or slipping connection between the engine and driving shafts, and the adjusting stud 77 must be so adjusted thlat the following movement of the piston willA be retarded for a period of time suicient for the transmission gearing clutch elements to complete their movements. Directly these movements have been surely completed the checking piston may, and preferably should, again move quickly for a period and until just prior to the finall gripping operation ofv the engine clutch elements, it being understood that a considerable movement of the operating means of engine clutches of this description is necessary before the'inal gripping takes place owing to the fact that the slight movement required for a large number of disks is multiplied by such number of disks, and in the aggregate is considerable. During the aforesaid period of retardation the piston of the checking device will move from the i position in which it is shown in Fig. 13 to 4that in which it is shown in Fig.' 14, and at the moment it reaches the position shown in'Fig.'

14 the plunger-81 will leavefthe channel 78.

thereby again permitting free. passage of point wherein the channel 78 is again closedy by t-he plunger 80 as shown in Fig. 15; The accelerated movement of the piston occurs between the positions shown in Fig. llt and that shown in Fig. 15, and thereafter the further and final downward movement of the piston will be again retarded. This second period ofretardation will take place just as the final gripping of the engine clutch elements occurs so that such final gripping will take place quietly and without shock. Attention is directed to the fact that a liquid rather than air being used in the checking device, the substantial incompressibility of the same will cause the movements of the piston to take place in the properpredetermlned times withrelation to the movements of the other parts. The liquid employed is preferably a lightoil.

.It will be noted that the retarding mechamsm just explained is not'claimed herein per .se as the same forms the subject matter of a copending application Serial Number 599,690, filed December 428, 1910. l,

.In order to prevent the retarding mechamsm from acting as such except .when the engine clutch is operated immediately following a movement of the transmission gearing controlling mechanism, I have provided means as follows whereby the retarding means will be normally locked in an inoperative positlon. This means comprises two locking latches 83 (see particularly Figs. 8 and 9)' arranged lto slide into engagement with notches 84 in thepiston rod 72 when the piston 71A is in its downward position.

These latches Yare carried by a horizontallyl disposed frame 85 connected by a 'short link 86 with an arm 87 supported by a rock shaft 88 suitably located in proximity to the controlling means. This rock Shaft 88 carries another arm 89.*which is connected through a link 90 with an arm 91 secured to rotate with the shaft upon which the main controlling lever 54 is mounted. The parts are. shown in Figs. 8 and 9 in their positions when the lever 54 is in its intermediate or neutral-position, it being in such position when the transmission gearing clutches are alldisconnected as is shown in Fig. 16.

When, however, the lever V54 is thrown in either one direction or the other to connect any of the said clutches the connections just described from the shaft to the frame 85, i

will cause `a movement of the frame 85 in .one direction 'or the other, whereby to cause one or the other ofthe latches 83 to engage a notch 84 in thepiston rod 72. This is the normal running condition of the parts and under such .conditions it will be seen that the piston of the checking or retarding device will-be held downward `and not-l permitted to follow the movement of the arm 73 o'f the pedal 27 should 'the said pedal I be depressed to release the engine clutch.

Thus when the transmissionjgear controlling I mechanism is in its normal operated position the engine clutch may be operated freely. independently of the retarding mechanism, which will not be permitted to coact therewith at such times.

It will be understood that in the movement of the transmission gearing controlling mechanism from. one position to an'- other, it is always necessary for the controlling lever to. be first movedA back to neutral; therefore, it will be seen that even though the retarding mechanism be normally locked in an inoperative position the 1 5 necessary movement of the transmission gearing controlling mechanism Will vact to automatically release the retarding mechanism so that it will immediately come into operation to retard the rengagement of the engine clutch following anoperation of the transmission gearing controlling mechanism, As the transmission gearing controlling mechanism passes through the' neutral position' the piston rod 72 will be released and the piston Will immediately fiy upward under the influence of the spring 7 4 until the end ofthe piston rod reaches the arm 73. Thereafter as the transmission gearing controlling mechanism completes its movement and the frame 85 carrying the latches 83 'moves to its final position in one direction or the other as viewed in Figs. 8 and 9, one or the other of the latches will be set in a l position ready to rengage one of the notches moved to their lowermostposition. understood that'the latches 83 are held in yielding relation in the frame 85 in order to permit a free movement of the frame when .40 the piston rod is in positions other than that in which the notches 84 come opposite the latches 83 'so that the latches will be ready to engage the notches when the piston rodI does finally 'reach such position. K

f .5 what. I @1am is;

f1. Mechanism of the class described comprising" an engine clutch and operating meanstherefor, -transmission gearing, means for controlling the same to produce changes in the driving relation thereof, retarding means for controlling the 'application of the engine clutch, and means operated by the controlling means for the caring for free' ing the clutch of the retar ing means when the gearing is in one of its operativeI or `driving positions, susbtantially as andfor the purpose described.

2. .Mechanism of the class described comprising an engine clutch, andv operating means therefor, transmission gearing and means forcontrolling the'same `to produce changes inthe driving relation thereof,interlocking means between the operating .means for the engine clutch and the con- A 6.5 trolling means for the transmission gearing,

84 when the piston and its rod are finally: It is prlsmg latter means comprising spring pressed engaging parts capable of yielding during thel operation of the controlling means into operative position and thus delaying the operative connection of the gearing with the engine clutch, interlocking means between the operating means for the engine clutch and the controlling means for the gearing, and me'ans for retarding the application of the engine clutch until the spring pressed parts of the controlling means have assumed their operative position, substantially as and for the purpose set forth.

4. Mechanism of the class described comprising an engine clutch and operating means therefor, transmission gearing, and means for controlling the same to produce changes in the driving relation thereof, and retarding means timed to the required movements of the transmission gearing parts, in a driving relation change, to prevent the full and complete. application of the engine clutch until the transmission gearing parts have completed their movements in such driving relation change.

5. Mechanism of the class described comprising an engine clutch and operating means therefor, transmission gearing, and means for controlling the same to produce changes in the driving relation thereof, and a liquid check retarding means timed to the required movements of the transmission gearing parts in a driving relation change, to prevent the full and complete application of t-he engine clutch until the transmission gearing parts have completed their movements in such driving relation change.

- 6. Mechanism of the class described coman engine clutch, and spring actuated means for causing the engagement thereof, transmission gearing, and means for controlling the same to produce changes in the driving relation thereof, means for preventing the operation of the controlling means until the clutch has been disengaged, means for retarding the action of the spring actuated means to rengage the clutch, and means for freeing the clutch of the retarding means when the controlling means is operated to connect the transmission gearing in one of its driving relations, substantially as and for the purpose described.

7. Mechanism of the class described ycomprising an engine clutch and operating lli) operation to produce changes in" the driving relation of the transmission gearing, yielding means between the said controlling means and the parts operated thereby, whereby the controlling v means may be movedto a nal position and the parts thereafter caused to complete their move-` ments by the said yielding means, andretarding means timed to the required 'movements of the said transmission' gearing parts, to prevent the full and complete a plication of the engine clutch until the said transmission gearing parts have completed their movements in a driving relation change.'

8. Mechanism of the class described comprising an enginel clutch and operatin means therefor, transmission gearin an controlling means therefor arranged in its operation to produce changes in the driving relation of the transmission gearing, yielding means betweenthe said controlling means and the parts" operated thereby, whereby' the controlling means mayl be moved to a final position/and the parts thereafter caused to complete their 'movements by the said yielding means, and a liquid check retarding means timed to the re-- quired movements of the said transmission gearing parts, to prevent the full and coinplete application of the engine clutch until the said transmission gearing parts have completed their movements ina driving relation change.

9. Mechanism of the class described comprising an engine clutch of the multi-disk type, spring-actuated means for forcing the disks into engagement, and a pedal for disengaging the said disks against .the action of the spring, transmission gearing, means for controllingthe .saine to produce changes in the driving relation thereof, means for preventing the operation of the said controlling means until the pedal has been operated to discngage the clutch, and a liquid check retarding means for retarding the action of the spring after the pedal has been released subsequent to an operatinof the said controlling means. i

10. Mechanism of the class described comprising an engine clutch and operating means therefor, transmission gearing and means for controlling the saine to produce changes in the driving relation thereof, and

' means timed to the required movements of the transmission gearing parts in a driving relation chan-ge to retard the action of the said engine clutch operating means and for again permitting a free movement of such means after the transmissiongearing' parts have completed their movements iii such driving relation change.

11, Mechanism of the class described coinprising an engine clutch and v operating means therefor, .l transmission gearing and means for controllingtheysame to produce changes inthe drivino` relation thereof, a retarding means for the engine clutcli o erating means, arranged to retard the clutch engaging `operation thereof only at times immediately subsequent to an operation'of the transmission gearing.

12. Mechanism of tlie class described comprising an engine clutch and operating means therefor, transmission gearing and means for controlling the saine to produce changes in the drivin relation thereof, a retarding means for t e engine clutch op erating means, arranged to retard.' the 'clutch engaging operation thereof subsequent to an loperation of the transmission gearing controllin means, and means for rendering the retar ing means inoperative at times means.

13. 'Mechanism ofthe class described comprising an engine clutch and operating means P to,

Iais other than subsequent to, the said operation' of the transmission gearing controlling therefor, transmission gearing 'and means for controlling the same to produce changes in the driving relation thereof, a ret-arding means for the engine clutch operating ineansarranged to retard they clutch engaging operation thereof, and means for normally holding the retarding means in an inoperai i tive condition, and means' operated by the transmission gearing controlling means in :the movement thereof for releasing the said holding means, whereby the said4 retarding means will become operative afterA each operating movement o the said transmission gearing controlling means,

14. Mechanism of the' class described comprising an engine clutch and operatin means therefor, transmission gearing an i means forcent-rolling the same to produce changes in thedrivingrelation thereof, a liquid vcheck retarding means for the en gine clutch operated means arranged to retard the clutch engaging operation thereof,

. means for normally holding the said liquid vcheck retarding means in an inoperative condition, and means operated by the transmission gearing controlling means 1n the movement thereof for releasing the said .holding means, whereby the said liquid check retarding means will become operative after each operating movement ofthe said transmission gearing controlling means. l5. Mechanism of the class described com-1 prising an; engine clutch and operating r means therefor, transmission gearing and means forcontrolling the same to produce changesin the driving relation thereof, a

retarding means for the engine clutch op.

@rating means arranged to retard the clutch eiigaging operation thereof, the said retarding means comprising aliquid containing v Cylinder, and' a piston therein and having a cheek valve controlled passage for permitting free movement of the piston in one dreetion and :i restricted by-pass for causing 5 the piston to move slowly in the other direction, a spring for moving thepston in its :free direction of movement, a lath for ho1ding the piston at the end of the cylinder n\ a position wherein the said spring is compressed, and means for releasing the 'latch le when 'the transmission gearing controlling means is moved.

' CLARK W. PARKER. ftnesses D. HOWARD HAYwooD, LYMAN S. ANDREWS, Jr. 

